Steam Trains From Great Britain and Beyond

Channel Tunnel

Origins
Proposals and attempts
Key dates
1802
Albert Mathieu presented a proposal tunnel Trans-Manche.
1875
The Channel Tunnel Company Ltd. has started preliminary testing
1882
Cliff Abbot position had reached 897 feet (820 m) and at Shakespeare Cliff was 2,040 meters (1,870 m) in length
January 1975
A government-backed regime UKrance which began 1974 has been canceled
February 1986
The Treaty of Canterbury was signed allowing the continuation of the project
June 1988
First tunnel started in France
December 1988
United Kingdom began TBM operation
December 1990
The service tunnel pierces the Channel
May 1994
The tunnel was officially opened by HM the Queen and President Mitterrand
Mid-1994
Rail freight and passengers began activities
November 1996
A fire in a shuttle truck severely damaged the tunnel
November 2007
High Speed 1, linking London to the tunnel, open
September 2008
Another fire in a shuttle truck severely damaged the tunnel
December 2009
Eurostar Trains stuck in tunnel due to condensation in equipment for electric trains
In 1802, the French mining engineer Albert Mathieu put forward a proposal for a tunnel under the English Channel, with lighting oil lamps, car harness, and an artificial island in mid-channel to change horses.
In the years 1830, the French Goal Gamond Thom made the first geological and hydrographic studies of the Channel between Calais and Dover. Thom Gamond explored several regimes and in 1856 he presented a proposal to Napoleon III for a tunnel railway excerpt from Cap Gris Nez Eastwater Point with a port / ventilation shaft on the sandbank Varna at a cost of 170 million francs, or less than GB7 million.
Thom Gamond in 1856 the plan of a cross-Channel link, with a port / well aeration on the sandbank Varna mid-Channel
In 1865, a deputation led by George Ward Hunt proposed the idea of a tunnel Chancellor of the Exchequer of the day, William Ewart Gladstone.
After 1867, William Holland and Sir John Clarke Hawkshaw promotion of ideas, but none has been implemented. An official Anglo-French protocol was created in 1876 for a cross-Channel rail tunnel. In 1881, British entrepreneur Railway Sir Watkin and William French Suez Canal contractor Alexandre Lavalley were the Anglo-French Submarine Railway Company which has done work Exploration on both sides of the Channel. On the English side a of 2.13 meters (7 feet) in diameter machine-English Beumont cut a boring 1893 meters (6211 feet) pilot tunnel from Shakespeare Cliff. On the French side a similar machine dug 1669 meters (5476 feet) of Sangatte. The project was abandoned in May 1882 because of British political and media campaigns advocating a tunnel would compromise national defense of Great Britain. These first Work has been encountered more than a century later during the project TML.
In 1955, the defense's arguments were accepted as devoid relevance because of the dominance of air power, and both the British and French governments supported technical and geological studies. Construction began on both sides of the Channel in 1974, a project funded by the government using twin tunnels each side of a service tunnel, with ability to drive cars of the shuttle. In January 1975, to the chagrin of the French partners, the British government canceled the project. Government Labour Party has changed and there was uncertainty about EC members, the cost estimates have risen to 200% and the national economy has been disturbed. At that time, the British priestly TBM was ready and the Department of Transport was able to drive a 300 m experimental. This short tunnel would be reused, however, as the starting point and access point for operations on the British side of the tunnel.
In 1979, the project "Mouse hole" has been proposed when the Conservatives came to power in Great Britain. The concept was a track rail tunnel Single with a service tunnel, but unbounded space shuttle. The British government was not interested in financing the project, but Prime Minister Margaret Thatcher said she had no objection to a privately financed project. In 1981, the French and British leaders Margaret Thatcher and François Mitterrand Franois agreed to establish a task force to review a proposed private financing, and in April 1985 the promoters have been officially invited plan to submit proposals. Four papers were selected:
a rail proposal based on the scheme presented in 1975 by Channel Tunnel Group / Franceanche (CTG / F)
Eurobridge: 4.5 km bridge span suspension with a floor in a closed tube
Euroroute: a tunnel 21 km between the islands Artificial approached by bridges, and
Channel Expressway: large diameter road tunnels with ventilation towers in the middle of the fairway.
The industry cross-Channel ferry protested under the name "Flexilink. In 1975, there was no protest campaign against a fixed link, with one of the most major ferry operators (Sealink) is state. Flexilink awaken opposition continued throughout 1986 and 1987. Public opinion strongly in favor of a drive-through tunnel, but the ventilation problems, concerns about the management of accidents and the fear of driving mesmerise led to the presentation in the running rail, CTG / FM, having received the draft.
Arrangement
A diagram describing the structure of the organization used on the project. Eurotunnel is the central agency for the construction and operating (via lease) of the tunnel
The UK's Channel Tunnel Group consisted of two banks and five construction firms, while their French counterparts, Franceanche, consisted of three banks and five construction companies. The banks' role was to advise on financing and loan commitments secured. On July 2, 1985, the groups formed Channel Tunnel Group / Franceanche (CTG / F). Their submission to the British and French governments have been drawn from the 1975 draft, including 11 volumes and a statement of impact on environment.
The design and construction was done by construction companies in ten CTG / FM group. The French terminal and boring Sangatte was undertaken by the five French construction companies in the joint venture group GIE Transmanche Construction. The terminal of English and boring Shakespeare Cliff was undertaken by the five British construction companies in the Joint Venture Trankslink. Both partnerships have been bound by Transmanche Link (TML), an organization of bi-national project. The Matre d'Oeuvre was a genius monitoring bodies employed by Eurotunnel under the terms of the concession which controls the project activity and sent to governments and banks.
In France, with its long tradition of infrastructure investment, project received broad approval in April 1987 and the French National Assembly has given its unanimous support and, in June 1987, after a public inquiry, the Senate gave unanimous support. In Britain, the select committee considered the proposal, to make history by holding hearings outside of Westminster, in Kent. In February 1987, the third reading of Bill the Channel Tunnel was held in the House of Commons, and was carried by 94 votes 22 cons. The Channel Tunnel Act gained Royal Assent and passed into English law in July of this year.
The Channel Tunnel a build-own-operate-transfer (BOOT) project with a concession. TML is the design and construction of the tunnel, but funding was a separate legal entity: Eurotunnel. Eurotunnel absorbed CTG / FM and has signed a construction contract with TML, but the British and French governments controlled final engineering and safety decisions. The British and French governments gave Eurotunnel 55 – (later 65 -) year operating concession to repay loans and pay dividends. A railroad Use Agreement was signed between Eurotunnel, British Rail and the Socit National Railways Franais guaranteeing future revenue in exchange for obtaining Railway half of the tunnel.
Private funding of such a complex infrastructure project of unprecedented scale. An initial capital of 45 million has been raised by GEC / FM, an increase of 206 million institutional private placement, 770 million has been raised in a bid that included print and television ads, a syndicated bank loan and letter of Credit 5 billion. Private funding, the cost Total investment in 1985 prices were 2.6 billion. At the end of 1994 actual costs were in 1985 prices, 4.65 billion: cost 80% overrun. The cost overrun is due in part to increase security, safety and environmental requirements. Costs Funding has been 140% higher than expected.
Construction
Eleven tunnel, working on both sides of the Channel, cutting through chalk marl to construct two rail tunnels and a service tunnel. The shuttle terminals at Cheriton vehicles are (part of Folkestone) and Coquelles, and are connected British and French motorways (M20 and A16, respectively).
Tunnelling began in 1988, and the tunnel began operating in 1994. In 1985, prices The total construction cost was 4.65 billion (equivalent to 10.152 billion today), a cost overrun of 80%. At the peak Construction 15,000 people have been employed with the daily expenses of more than 3 million dollars. Ten workers, eight of them British, were killed during the construction between 1987 and 1993, mostly in the early months of the bore.
Completion
The Channel Tunnel has been opened in Calais May 6, 1994 by British Queen Elizabeth II and French President Franois Mitterrand
A small two-inch (50 mm) diameter hole allowed the service tunnel to be drilled without ceremony October 30, 1990. On 1 December 1990, Graham Fagg English and French Philippe Cozette crossed the service tunnel with Media watch. Eurotunnel in the tunnel completed in time, and the tunnel was officially opened by the British and Queen Elizabeth II The President Franois Mitterrand French at a ceremony held in Calais May 6, 1994. The Queen traveled through the tunnel to Calais on a Train Eurostar, which stopped nose to nose with the train carrying President Mitterrand in Paris. After the ceremony, President Mitterrand and Queen traveled The Shuttle on a similar ceremony in Folkestone.
The Rail Link Channel Tunnel (CTRL), now called High Speed 1, runs 69 miles (111 km) from St Pancras in London to the Channel Tunnel portal at Folkestone in Kent. It cost $ 5.8 billion. On September 16, 2003 the British Prime Minister Tony Blair opened the first section of High Speed 1, from Folkestone to north Kent. On November 6, 2007, the Queen officially opened High Speed 1 and St Pancras International Station, replacing the original link more time to Waterloo station. High Speed 1 trains at speeds up to 300 km / h (186 mph), the journey from London to Paris: 2 hours 15 minutes and London to Brussels takes 1 hour and 51 minutes.
In 1996, the American Society of Civil Engineers, with popular Mechanics, chose the tunnel as one of the Seven Wonders of the modern world.
Engineering
The Channel Tunnel exhibition at the National Museum Railways in York, England, showing the circular section of the tunnel with the overhead line feeding a Eurostar train. Also visible is the segmented tunnel lining
Surveys undertaken during the twenty years before the construction of the tunnel has confirmed earlier speculation that a tunnel route could be drilled in layer of chalk marl. The chalk marl was conducive to tunneling, sealed, ease of excavation and strength. While side English chalk marl ran the entire length of the tunnel on the French side, a length of 5 kilometers (3 km) was variable and difficult geology. Tunnel the Channel is composed of three holes: two of 7.6 meters (25 ft) diameter rail tunnels, 30 meters (98 ft), 50 kilometers (31 miles) in length with a service tunnel diameter of 4.8 meters (16 feet) between the two. There are also cons-passages and piston relief ducts. The service tunnel was used as a pilot tunnel, bored tunnels in advance to determine the main conditions. English access has been provided to Shakespeare Cliff, while French is an access shaft at Sangatte. The French side has used five tunnel boring machines (TBM), as the English used six. The service tunnel uses a service tunnel transport system (STTS) and Light Tunnel Service Vehicles (Ladoga). Fire safety is a critical issue design.
Between the gates Beussingue and Castle Hill in the tunnel 50.5 kilometers (31 miles) long, with 3.3 km (2 km) beneath the ground side French, 9.3 km (6 miles) underground side of the United Kingdom and 37.9 kilometers (24 miles) beneath the sea It makes the Channel Tunnel rail tunnel in the second longest in the world, the Seikan Tunnel behind Japan, but with the submarine section longer. The average depth is 45 meters (148 feet) below the seabed. Side the United Kingdom, the expected five million cubic meters (6,510 cu yd ^ 6) of cuttings about 1 million cubic meters (1,310 cu yd ^ 6) was used to fill in the location of the terminal, and the rest was deposited in Lower Shakespeare Cliff behind a dike, recovery of 74 acres (30 ha) of land. This land was then made in the Samphire Hoe Country Park. assessment of the impact of the environment has not identified risks Major for the project, and other studies on safety, noise and air pollution have been generally positive. However, objections the environment were raised during a high-speed link to London.
Geology
Geological profile along the tunnel, once constructed. For most of its length the holes tunnel through chalk marl layer (layer)
Channel Tunnel successful requires a good understanding topography and geology, and the selection of more rock layers through which the tunnel. The geology generally consists of Cretaceous strata north-dipping, part of the northern member of the dome of the Weald-Boulogne. Features include:
continuous chalk cliffs on both sides of the channel containing no major faults, as observed in 1698 Verstegan
Four geological, marine sediments laid 90100000000 years ago; permeable middle and upper chalk over chalk slightly less permeable and impermeable, finally Gault Clay. A layer of sand, marl, glauconitic (tortia) lies between the chalk marl and clay of Gault
A layer 2530-meters (8298 feet) of chalk marl (French chalk blue) in the lower third of the lower chalk seems to be the best means of tunnels. The chalk has a clay content of 3040% providing water resistance still relatively easy to underground excavation forcefully for a minimum of support. Ideally, the tunnel was drilled in 15 meters deep (49 ft) of chalk marl, allowing water intake fractures and joints to minimize, but especially the Gault clay which would increase the stress on the tunnel lining and the swell and soften when wet.
On the English side of the chain, the strata dip less than 5, however, on the French side, this increases to 20. Seals and fault is present on the side French and English. The English minor defects that travel less than 2 meters (7 feet) exist. On the French side, travel up to 15 meters (49 ft) are present because of the double Quenocs anticline. The faults are of limited width, filled with calcite, pyrite and clay altered. The DIP has increased and the gaps narrow the choice of the route the French side. To avoid confusion assemblages of microfossils have been used to classify the chalk marl. On the French side, especially near the coast, the chalk is more difficult, more fragile and more fractured than the English side. This led to the adoption of various tunneling techniques over French and English sides.
No major geological hazards have been identified, but the marine Quaternary Valley Septic Dangaered, and Castle Hill landslide located English on the gate, raised concerns. Identified by the survey 196,465 geophysics, Dangaered Fosse is a valley infilled ranging from 80 meters (262 feet) below the seabed, 500 meters (1,640 feet) south of the road tunnel, located in the middle of the fairway. A survey 1986 showed that a tributary crossed the path of the tunnel, and if the route through the tunnel has been made as far north and deep as possible. The English terminals should be located in the Castle Hill landslide, which consists of blocks of displaced and tilted the lower chalk, marl and debris glauconitic Gault. Thus, the region has been stabilized by buttressing and drainage galleries insertion. The service tunnels were pilot tunnels before the main tunnels, such as geology, zones of crushed rock, and areas of high water infiltration can be predicted. Exploratory survey was conducted in the service tunnels under the form of forward wide survey, probes and vertical down the side of the survey.
Survey
Navy surveys and sampling by Thom Gamond were made during 183367, establishing the depth of the seabed at a maximum of 55 meters (180 ft) continuity of geological strata (layers). Surveying continued for many years, with 166 sailors and 70 wells with a depth of ongoing land Drilling and miles of line 4000 of marine geophysical survey completed. Surveys were conducted at 195,859, 196,465, 197,274 and 198,688.
The record of 195,859 paid immersed tube and drawings of the bridge and a bored tunnel, and thus a large area was studied. At this time of survey marine geophysics to engineering projects was in its infancy, with poor positioning and resolution seismic profiles. Investigations 1964-65 concentrated on a road north, which left the English coast, the port of Dover; using 70 holes, a zone of deeply weathered rocks with high permeability is located just south of the port of Dover.
Given the previous results of the survey and access constraints, a more southerly route was studied in the investigation and road 197 273 was confirmed to be feasible. Information for the tunnel project Labour also came before the cancellation in 1975. On the French side at Sangatte a deep well with galleries has been made. The English Shakespeare Cliff, the government has allowed 250 meters (820 feet) 4.5 meters (15 ft.) diameter tunnel for the pipe. The actual layout of the tunnel, the method excavation and support were essentially the same as the attempt of 1975. In the survey 198,697, previous results have been strengthened and the nature of the clay of Gault and medium-sized tunnel, chalk marl, which comprise 85% of the road, were studied. Geophysical techniques the petroleum industry have been employed.
Tunnels
Typical Tunnel Cross-section, with a service tunnel between the rail tunnels twins. Shown rail tunnels connecting channel is a spare piston, to manage the changes in pressure due to the movement of trains
Tunnels between England and France was a major technical challenge, with the only precedent is the underwater Seikan Tunnel in Japan. A serious risk with tunnels submarine is significant inflow due to the pressure of seawater above the ground in mild conditions. The Channel Tunnel was also the challenge of timeeing private funding, anticipated financial return is paramount.
The objective was to construct two 7.6 m (25 ft) diameter tunnel Rail, 30 meters (98 ft), 50 km (31 mi) long, a pair of 4.8 meters (16 ft) diameter service tunnel between the two galleries main, 3.3 meters (11 feet) in diameter Cross railway crossing connecting tunnels in the service tunnel at 375 meters (1,230 ft); led rescue piston 2 meters (7 feet) in diameter connecting the rail tunnel 250 meters (820 ft) spacing, two underwater caves cross linking rail tunnels. The service tunnel always preceded the main tunnels at least 1 km (0.6 km) to determine the ground conditions. There was a lot of experience with a tunnel through the chalk in the mining industry. The underwater caves have been crossed a complex engineering problem. French Cave was based on the Mount Baker Ridge Tunnel motorway in the United States. The cave was dug in the United Kingdom in the service tunnel before the tunnel leading to avoid delays.
precast segmental lining in the main TBM drives were used, but different solutions have been used on the side French and English. On the French side, neoprene gaskets and grout sealed bolted cast iron or high strength concrete were used. On the English side, the main requirement was for speed and bolting iron lining segments has been achieved in poor areas of geology. In the railway tunnels in the United Kingdom, eight segments plus a key segment mucosa were used, the French side, five segments plus a key segment. On the French side, a 55-meter (180 feet) in diameter of 75 meters (246 ft) deep shaft at Sangatte grout curtain was used for access. On the English side, a triage area was 140 meters (459 ft) below the top of Shakespeare Cliff, and the new Austrian tunneling method (NATM) was the first application in the chalk marl here. The English tunnels were driven from the land of Shakespeare Cliff, at the same location as the marine tunnels, no Folkestone. The platform at the base of the cliff was not big enough for all readers, and despite the objections of the environment, the tunnel was excavated behind a dam of reinforced concrete, provided to put the chalk in a closed lagoon to prevent spreading fines chalk. Due to limited space, the factory coating Precast has been on the Isle of Grain in the Thames estuary.
On the French side, due to the greater permeability Water, earth pressure balance TBM with open and closed methods were used. The TBM was likely closed during First 5 kilometers (3 km), but works as open, piercing the chalk marl layer. This minimizes the impact on soil and high water pressure to be resisted, and it also reduced the need for grout before the tunnel. The French effort took five TBM: two large marine machinery, machine mainland (readers of the earth short of 3 km has a TBM to complete the first disk, then reverse direction and complete the other) and two machinery service tunnel. On the English side, the easiest geology has enabled faster TBM slatted. Six machines were used, all started to dig Shakespeare Cliff, three marine-related and three tunnels of the earth. Towards the end of discs submarine, the TBM UK were driven down and buried a strong clear the tunnel. The TBM French then completed the tunnel and have been dismantled. A railway gauge was 900 mm used the English side during construction.
Unlike machines, the English who have simply given alphanumeric names, the French machines tunnel are all named after women: Brigitte, Europa, Catherine, Virginia, Pascaline, Sverine.
the design of railway
Interior Shuttle Eurotunnel shuttle train vehicles. The railway cars largest in the world, the shuttle trains transport vehicles between the terminals of each side of the tunnel
Communications
There are three communication systems in the tunnel concession radio (CR) for mobile equipment and personnel within the concession of Eurotunnel (terminals, tunnels, coastal wells); ground-train radio (TTR) for the discourse on security and data between trains and the center control of railway; Shuttle internal radio (SIR) for communication between the shuttle crew and passengers on the car radio.
Food
All service tunnel that runs on electricity, equally from sources in English and French. Power is delivered to the Locomotives via an overhead line (catenary) at 25 kV 50 Hz
Much of the railway in south London, uses a 750 V DC third rail to provide electrical power, but since the opening of High Speed 1 there is no need to use the third rail system for any part of the journey Eurostar. High Speed 1, the tunnel itself and the road to Paris has given the power by overhead 25 kV 50 Hz railway Brussels are also electrified by overhead catenary, but at 3000 V DC.
Signaling
A cab signal system is used which provides information directly to drivers on a screen. It is Automatic Train Protection (ATP) which stops the train if the speed is different from that shown on the display in the cabin. TVM430, as used on TGV Nord, is used in the tunnel. The speed limit is 160 km / h.
Track System
American International Sonneville system Rail Company is composed of rails 900A UIC60 quality rest on pads microcellular EVA, bolted into the concrete has been chosen. Most European GB + template has been used rather than one of the alternatives in the United Kingdom small, this gauge is updated on High Speed 1 in the far east in Barking London. ballasted track was rejected because of maintenance constraints and a need for geometric stability.
Rolling Stock
Eurotunnel Shuttle
Main article: Eurotunnel Shuttle, Eurotunnel Class 9
Initially 38 Shuttle locomotives were ordered, working in pairs with one at each end of a shuttle train. The shuttle has two distinct halves: the bridge single and double. Each half has two loading / unloading of cars and twelve car door. Eurotunnel's original order was for nine tourist shuttles.
shuttle trucks also have two halves, each half with a car containing the loading, unloading of cars and 14 railway cars. There is a club car behind the Locomotive leading. Eurotunnel initially ordered six shuttles heavy rakes.
freight locomotives
See also: British Rail Class 92
Forty-six Class 92 locomotives for hauling trains and freight trains passengers during the night (the Nightstar project, which was abandoned) have been commissioned, which can run on alternating current overhead and third rail DC power.
International Travelers
Main article: British Rail Class 373
Thirty-one trainsased on Eurostar TGVuilt the French to the template of the United Kingdom, and with many changes for security in the tunnel were controlled, ownership shared between British Rail, French National Railway Company and National Railway Company of Belgium. British Rail has ordered seven more for services north of London.
At the end of 2009, extensive fire protection requirements have been abandoned and the Deutsche Bahn has received permission to run German Intercity Express (ICE) trains through the Channel Tunnel in the future.
Service Locomotive
Diesel Locomotives for rescue and unskilled labor is class 0001 and class 0031 Eurotunnel Eurotunnel.
Operation
Usage and Services
A graph Channel Tunnel traffic is the number of passengers and tons of freight. number of goods fell shuttle vehicles in 1996 / 7 due to the closure of the service after November 1996 fire
Terminal of Great Britain in the west of Cheriton Folkestone. Trains shuttle terminal that transport service vehicles, and is linked to the M20 motorway
The Folkestone White Horse is the last view of England for most of the passengers boarding at the Cheriton terminal
Services offered the tunnel are:
Eurotunnel Shuttle (formerly Le Shuttle) service roll-on roll-off shuttle for road vehicles
passenger trains Eurostar
by freight trains.
Both freight and passenger traffic forecasts that led to the construction of the tunnel were largely overestimated and universally. In particular, forecasts Eurotunnel have been commissioned on-predictions. Although the share of Channel crossings (competing with air and sea) was correctly predicted, a strong competition and lower prices led to low incomes. Throughout the cross-Channel traffic has been overestimated.
volume of passenger traffic
The total volume of the cross-tunnel passenger traffic peaked at 18.4 million in 1998, then dropped to 14.9 million in 2003 from then rising again to 16.1 million in 2008.
When deciding to build the tunnel, 15.9 million passengers were planned for the Eurostar trains in the year of opening. In 1995, the first full year, the actual numbers were a little over 2.9 million to $ 7.1 million in 2000, then falling to 6.3 million in 2003. However, Eurostar has also been limited by the absence of high-speed connection to the British side. After the completion of High Speed 1 (formerly CTRL) to London in two stages in 2003 and 2007, the increase traffic. In 2008, Eurostar carried 9,113,371 passengers in traffic cross-Channel Tunnel, an increase of 10% over the previous year, despite the limits of movement due to the fires in 2008 the Channel Tunnel.
Year
Passengers transported …
by [Eurostar]
(Ticket real)
Eurotunnel's Passenger Shuttles
(Estimated, in millions)
Total
(Estimated, $ million)
1994
About 100,000
0.2
0.3
1995
2920309
4.4
7.3
1996
4995010
7.9
12.9
1997
6004268
8.6
14.6
1998
6307849
12.1
18.4
1999
6593247
11.0
17.6
2000
7130417
9.9
17.0
2001
6947135
9.4
16.3
2002
6602817
8.6
15.2
2003
6314795
8.6
14.9
2004
7276675
7.8
15.1
2005
7454497
8.2
15.7
2006
7858337
7.8
15.7
2007
8260980
7.9
16.2
2008
9113371
7.0
16.1
One of Eurostar passengers to cross the Channel
volumes freight traffic
volumes of the Tunnel Cross road freight have been irregular, with a decrease in 1997 following the closure caused by a fire in a freight shuttle. The crossing points of total freight has increased over the period, indicating the substitution of the tunnel by a sea voyage. The tunnel has reached a distribution channel freight traffic near the market or higher Eurotunnel 1980s, but prospects for Eurotunnel 1990 and 1994 forecasts were overstated.
For freight transported by freight trains on the first year of forecasting freight was 7.2 million gross tons, however, the figure for 1995 was 1.3 million gross tons. With freight volumes peaked in 1998 at 3.1 million tons. However, recurrent problems, this figure fell to 1.21 million tonnes in 2007, rising again slightly to $ 1.24 million tonnes in 2008.
However, as to him who shuttle freight, freight traffic growth has occurred since the opening, with 6.4 million tonnes carried in 1995, 18.4 million tonnes recorded in 2003 and 19.6 million tons in 2007.
Year
Goods transported …
by freight trains through
(Tons real)
Eurotunnel Shuttle Truck
(Estimated, in million tonnes)
Total
(Estimated, in million tonnes)
1994
0
0.8
0.8
1995
1349802
5.1
6.4
1996
2783774
6.7
9.5
1997
2925171
3.3
6.2
1998
3141438
9.2
12.3
1999
2865251
10.9
13.8
2000
2947385
14.7
17.6
2001
2447432
15.6
18.0
2002
1463580
15.6
17.1
2003
1743686
16.7
18.4
2004
1889175
16.6
18.5
2005
1587790
17.0
18.6
2006
1569429
16.9
18.5
2007
1213647
18.4
19.6
2008
1240000 ~ [B]
14.2
15.4
B from October 2007, Eurotunnel bills by rail freight trains rather than a ton.
Eurotunnel's freight subsidiary is Europorte 2. In September 2006 EWS, the UK rail freight largest operator, has announced that due to the cessation of government subsidies in the United Kingdom French 52 million per year to cover the Channel Tunnel "Minimum right of use" (a subsidy of about 13,000 by train, a traffic volume of 4,000 trains per year), freight trains would stop running after November 30.
Economic performance
Eurotunnel shares issued at 3.50 per share December 9, 1987. In mid-1989 the price had increased to 11.00. Delays and cost overruns have led to the share price fall, during a demonstration run in October 1994, the share price reaches a value of all time low. Eurotunnel suspended payment of its debt in September 1995 to avoid bankruptcy. In December 1997, the British and French governments extended concession for Eurotunnel 34 years for 2086. The financial restructuring of Eurotunnel was produced in mid-1998, debt reduction and financial charges. Despite the restructuring The Economist reported in 1998 that the breakeven Eurotunnel is expected to increase fares, traffic and market share of sustainability. A cost-benefit the Channel Tunnel said it had little impact on the economy in general and some developments related to the project, and Britain's economy would have been better if the tunnel had not been built.
Under the terms of the Concession Eurotunnel was obliged to investigate a road tunnel across the Channel. In December 1999 the road and rail tunnel proposals have been presented to the British governments and French, but it was stressed that there was not enough demand for a second tunnel. A tripartite treaty between the United Kingdom, France and Belgium governing border controls, with the establishment of control areas in which agents of the other nation may exercise the powers of customs and limited application of the law. In most cases they are at each end of the tunnel, with the French border controls on the British side tunnel, and vice versa. For some trains from city to city, the train itself is a control area. An emergency plan coordinated binational United Kingdom and French emergency activities.
In 1999, Eurostar recorded its first net profit, after posting a loss of 925 million 1995.
Bounds
At the entrance of a Peugeot 807 car shuttle at the French terminal at Coquelles near Calais in northern France
The terminal sites are Cheriton (Folkestone UK) and Coquelles (Calais in France). The terminals are unique facilities designed to transfer vehicles Highway on trains at a rate of 700 cars and 113 heavy vehicles per hour. The site of the United Kingdom uses the M20 motorway. The terminals are organized Border controls with the juxtaposed with the entry into the system to allow travelers to go on the motorway at the destination immediately after exiting the shuttle. The area on the site of the United Kingdom has been severely compromised and the design has been difficult. The French layout has been reached more easily. To achieve design output, the shuttle accept cars on the two bridges; flexibility, ramps have been placed inside shuttles to provide access to upper floor. At Folkestone it is 20 kilometers (12 miles) of main track and 45 turnouts with eight platforms. In Calais, there are 30 kilometers (19 miles) of track with 44 connections. At the terminals of the shuttle trains cross a figure of eight to reduce uneven wear on wheels.
Regional Impact
A 1996 report of the EU Commission predicts that Kent and Nord-Pas de Calais has faced traffic volumes has increased due to the overall growth of cross-Channel traffic and attracted by the tunnel. In Kent, a high-speed train line to London would transferring traffic from road to rail. Regional Development Kent benefit from the tunnel, but being so close to London limited benefits. Gains are the traditional industries and are largely dependent on the development of the station Ashford International passenger, without which Kent is totally dependent the expansion of London. Nord-Pas-de-Calais has a strong symbolic effect of the tunnel that leads to significant gains in the manufacturing.
Removing a bottleneck as through the Channel Tunnel will not necessarily produce economic gains in all adjacent areas, the image of a region being linked to the European high-speed transport and active political response more important for regional economic development. Tunnel-induced regional development is low compared to overall economic growth. The South East of England is likely to receive developmental and social transportation faster and cheaper on the mainland Europe, but the benefits are somewhat likely to be equally distributed throughout the region. The overall impact on the environment is almost certainly negative.
Five years after the opening of the tunnel, there were some small impacts on the economy in general, and it was difficult to identify the main developments related to the tunnel. It has been postulated that the British economy has actually been better without the cost of project construction, both Eurotunnel and Eurostar, companies heavily involved in the construction of the Channel Tunnel and exploitation, have had to resort to large amounts government assistance to deal with debts high. Eurotunnel has been described as being in a serious situation.
Incidents
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Fires
Main article: 1996 Channel Tunnel fire 2008 Channel Tunnel fire
There were three fires in the Channel Tunnel have been large enough to close the tunnelll on trucks (PL) shuttlesnd other smaller incidents.
At an invitation "only" test phase, 9 December 1994, a fire broke out in a Ford Escort car while its owner was being loaded on the upper deck of a tourist shuttle. The fire started at around 10:00 with shuttle train to stop in the terminal at Folkestone and was extinguished about 40 minutes later, without injury to passengers.
On November 18, 1996, A fire broke out on a car truck shuttle vehicles in the tunnel, but nobody was seriously injured. The exact cause is unknown, although this was not an equipment problem or a Eurotunnel rolling stock, it may be due to arson a heavy vehicle. It is estimated that the heart of the fire reached 1,000 C (1,800 F), with the tunnel seriously damaged more than 46 meters (151 ft) with nearly 500 meters (1,640 feet) affected to some extent. Full operation resumed six months after the fire.
The tunnel was closed for several hours Aug. 21, 2006, when a lorry on an HGV shuttle train caught fire. On September 11, 2008, a fire broke out in the Channel Tunnel at 13:57 GMT. The incident began on a combination of vehicles transporting goods to France. Event occurred 11 km (6.8 mi) from the French tunnel entrance. Nobody was killed but several people were taken to hospitals suffering from smoke inhalation and minor cuts and bruises. The tunnel was closed to all traffic, with the proper state Tunnel South reopening limited services two days later. Full service resumed Feb. 9, 2009, after repairs costing 60 million.
failures train
On the night of 19/20 February 1996, about 1,000 passengers were trapped in the tunnel under the Channel, when two British Railways Class 373 trains on the Eurostar service linked continent failed due to electronic failure caused by snow and ice.
On August 3, 2007, a blackout for six hours because passengers trapped in the tunnel on a Eurotunnelshuttle crossing.
On the evening of December 18, 2009, when snowfall The December 2009 European, five trains in London linked to operations of Eurostar services not within the tunnel, trapping 2,000 passengers in the tunnel overnight. The large number of failed trains meant that the two running tunnels were blocked. Five trains Class 373 was flying from Brussels and Paris and met with cold temperatures in northern France, the coldest for eight years. A spokesman for Eurotunnel explained that the problem had arisen because of the "powder snow" in France, which had escaped the "winter shield" to prevent snow is in power. blackout was then caused by the passage of cold air in France in the atmosphere inside the tunnel. Four failed trains was carrying passengers, the fifth being the vacuum, a train from Brussels have been repressed Brussels before reaching the tunnel. Two trains were taken out of the water tunnel using diesel Eurotunnel Class 0001. The blockade of the Channel Tunnel led to the implementation of Operation Stack, the transformation of the M20 motorway in a linear park.
The problems started around 21:00, with Kent firefighters to be alerted at 21:46. Voyages of those involved were between eleven and sixteen. The snow had accumulated on trains, then melted in the heat of the tunnel, the water, causing power outages. Among the 373 class five trains and two half-turn:
Brusselsondon 6:59 p.m. (9157); London St Pancras towed by a diesel locomotive Eurotunnel. Delay in 3:49 minutes.
Parisondon 6:43 p.m. (9053); 700 passengers evacuated through the service tunnel Eurotunnel shuttle train to the empty tunnel running in front. Passengers taken at Ashford International Station, for conventional trains to London. Late in London by 12:00, arriving at 08:00 the next morning.
Parisondon 7:13 p.m. (9055) Coupled 8:13 p.m. near Eurostar train back and dragged by a diesel locomotive, then continued to London. Transported in Folkestone and picked up passengers from Paris 8:13 p.m. service behind it.
7:37 p.m. Disneylandondon (9057); 664 passengers evacuated through the service tunnel, Eurotunnel shuttle train to a tunnel running empty in the face and taken by France.
Parisondon 8:13 p.m. (9059) Coupled 7:13 p.m. Eurostar train adjacent to the front, passengers transferred to the train earlier 7:13 p.m. for the trip to London or taken by Folkestone and transported in five cars by road to London.
Brusselsondon 8:29 p.m. (9163), held at Calais, then back to Brussels before reaching the Channel Tunnel.
Parisondon 9:13 p.m. (9063), held at Calais, then returned to Paris before reaching the Channel Tunnel.
The occasion was the first time during the fifteen years that a Eurostar train were evacuated in the tunnel itself, the failure of four simultaneously be described as "unprecedented." The reopening of the Channel Tunnel at 05:40 CET the next morning.
The following evening, December 19, 2009, an additional service Eurostar Paris crashed. The train has successfully negotiated the Tunnel Mancha himself, then crashed out. A second train was sent to tow the first to London, but failed at 18:25 while trying to climb a steep pass over the Viaduct Thurrock suburb of London. Eurostar passenger services resumed Dec. 22, 2009.
Nirj Deva, MEP for the South East of England, called on Chief Executive Richard Brown, Eurostar to resign over the incidents.
Another unit of the Class 373 Service Brusselsondon crashed in the tunnel, January 7, 2010. The train had 236 passengers on board and was towed to Ashford, other trains that had not yet reached the tunnel were turned back.
An independent report on 18 / December 19, 2009 incident was published February 12, 2010. The report was written by Christopher Garnett (former CEO of Great North Eastern Railway) and Claude Gressier (a French expert transportation) and made 21 recommendations.
Asylum and immigration
Immigrants and future asylum seekers have been known to use the tunnel to try to enter Britain. In 1997 the problem had already attracted the attention of international media, and the French Red Cross opened a refugee center in Sangatte in 1999, using a warehouse once used for tunnel construction, in 2002 it housed up to 1,500 people at a time, most of them try to visit the United Kingdom. At one point, many are from Afghanistan, Iraq and Iran, but the African and European countries are also represented.
More Migrants which obtained in Britain found a way to mount a freight train, but others have used Eurostar. Although the facilities were closed, Security was airtight considered impossible, the refugees are even blow up bridges on moving trains. In several incidents were injured during the crossing, other altered railway equipment, causing delays and requiring repairs. Eurotunnel said it was losing 5 million per month because of the problem. A dozen refugees died crossing attempts.
In 2001 and 2002, several riots broke out and Sangatte refugee groups (up to 550 in December 1, 2001 incident) stormed fences and tried to swarm. Immigrants also came as Eurostar passengers legitimate undocumented entry.
Local authorities in both France and the United Kingdom has requested the closure of Sangatte, and Eurotunnel has twice sought an injunction against the center. UK blamed France for help open Sangatte, France and the United Kingdom blamed for its lax rules and asylum in the EU for not immigration policy uniform. The nature of the problem because clbre even included journalists arrested while on the property followed refugees rail.
In 2002, after the European Commission told France he was in breach of the European Union on the free transfer of goods, due to delays and closures due to lack of security, a double fence was built at a cost of 5 million, which reduces the number of refugees detected every week to Britain on freight trains from 250 to almost nothing. Other measures cameras CCTV and police patrols increased. At the end of 2002, the center of Sangatte was closed after the United Kingdom has agreed to take certain of its refugees.
See also: asylum
Security
The service tunnel is used for access to equipment cons-technical passages and local, to ensure a fresh air ventilation and emergency evacuation. The system of transport service tunnel (STTS) allows quick access to all parts of the tunnel. The service vehicles are equipped with rubber tires with a wire guidance system buried. Twenty-four STTS vehicles were made, and are mainly used for maintenance, but also fight against fire and in situations emergency. The "modules" for different purposes, until a payload of 2.55 tonnes (tons 2.85.5), are inserted in the side vehicles. STTS vehicles can not turn around inside the tunnel, and are driven from each end. The maximum speed is 80 km / h (50 mph) when the steering is locked. A small fleet of fifteen vehicles light of the tunnel (Ladoga) were introduced to complement STTSs. Ladoga have a short wheelbase with m 3.4 (11 feet) turning points allowing two runs in the service tunnel. Flying can be locked as vehicles STTS and the maximum speed at 50 km / h (31 mph). Pods up to 1 tonne can be loaded onto the rear of vehicles. Drivers sit in the tunnel on the right, and vehicles drive on the left. Because of the risk of personal conduct on their part French original right of the road sensors in road vehicles to alert the driver when the vehicle strays on the right side of the tunnel.
The three tunnels contain 6,000 tons (6,600 tons) of air which must be conditioned for the comfort and safety. The air is supplied building ventilation Shakespeare Cliff and Sangatte, with each building able to provide full rate of 100% of spare capacity. Additional ventilation is also on both sides of the tunnel. In the case of a fire, ventilation is used to keep smoke out of the service tunnel and pass the smoke in one direction in the main tunnel to give air travelers pure. The Channel Tunnel was the first major railway tunnel to have special equipment cooling. The heat is produced from traction equipment and drag. The design limit has been set at 30 C (86 F), using a mechanical cooling system installations refrigerated and side French and English, ranging from chilled water flowing through pipes in the tunnel.
Trains traveling at high speed to create piston effect of pressure changes that may affect passenger comfort, ventilation systems, doors of the tunnel, the fans and the structure of the trains, and drag on trains. Piston relief ducts of 2 meters (7 feet) in diameter were chosen to solve the problem, with 4 per kilometer driven to give results close to optimal. Unfortunately, this approach leads to unacceptable lateral forces on the trains so that a reduction of train speed was necessary and flanges have been installed in the ducts.
The issue of security of a fire on a shuttle vehicle passengers received much attention, with Eurotunnel noting that the fire was the risk of collecting the most attention in a 1994 case of security for three reasons: the shipping companies against passengers being allowed to stay with their cars, the Home Office statistics showing that burning of cars has doubled in ten years, and along the tunnel. Eurotunnel has commissioned the UK Fire Research Station to reports of vehicle fires, as well as liaison with Kent Fire Brigade collect statistics on vehicle fires a year. Fire tests took place in the French Institution of Mining Research with a fancy car used to study how the cars burned. The car door systems are designed to withstand fire inside the car during 30 minutes, longer than the transit time of 27 minutes. Car air conditioning units to help purge dangerous fumes inside the car before travel. Each car has a fire detection and extinguishing system, with detection of ions or ultraviolet radiation, smoke and gases that can trigger halon gas to extinguish a fire. Because heavy vehicles (PL) cars are not covered, fire detectors are located on the car loading and the tunnel itself. At 10 inches (250 mm) water main in the service tunnel supplying water in the main tunnels at 125 Meters (410 ft) apart. The ventilation system can control the movement of smoke. Arrival routes exist to accept a special train which is on fire, while the train is not allowed to stop any fire in the tunnel. Eurotunnel has banned a wide range of products dangerous to travel in the tunnel. Two vehicles STTS shelled fight against the fire are in service at any time, with a maximum of 10 minutes before they reach a train fire.
See also
British Rail Class 373
Irish Sea Tunnel
Tunnel-Japan-Korea
List Rail megaprojects
Samphire Hoe
Notes
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Ab ^ Chisholm, Michael (1995). Britain on the edge of Europe. London: Routledge. P. 151. ISBN 0415119219.
^ Reynolds ab, Christopher (May 19, 1996). "Seven Wonders of the World: The Modern List". The Plain Dealer.
^ Ab P. Whiteside 17
^ "The Channel library.thinkquest.org Tunnel "http://library.thinkquest.org/5983/pages/chunnel.htm … Accessed July 19, 2009.
ABCDEFGHIJ ^ Wilson pp. 1421
AB ^ Flyvbjerg et al. P. 12
^ "Four men caught in Channel Tunnel. News from the BBC. January 4, 2008. http://news.bbc.co.uk/1/hi/england/kent/7171985.stm. Accessed July 19 2009.
^ "Sangatte refugee camp. The Guardian. http://www.guardian.co.uk/uk/2002/may/23/immigration.immigrationandpublicservices1. Accessed July 19, 2009).
^ "Subterranea Britannica: Channel Tunnel – 1880" attempt. Subbrit.org. Http://www.subbrit.org.uk/sb-sites/sites/c/channel_tunnel_1880_attempt/index.shtml. Accessed July 19, 2009.
^ Whiteside pp. 1823
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^ Pp Kirkland. 1011
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^ Flyvbjerg et al. P. 3
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^ Glenn Frankel (October 31, 1990). "Britain and France Link-Up" last. The Washington Post.
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^ P. Kirkland 13
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^ ABC Kirkland pp. 2150
^ ABC Kirkland pp. 2226
^ Abcd Kirkland pp. 63,128
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^ P. Kirkland 29
^ Wilson P. 44
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^ Ab article: Railway electric traction August 9, 2009
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^-From the article: Eurotunnel Betrieb # August 9, 2009
^ ab Kirkland pp. 157,174
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^ ab "Schedule Report Study 2. Publication East Kent and Ashford sub-regional study for South East Plan. South East England Regional Assembly. June 2004. pp. Table 11. Http://www.southeast-ra.gov.uk/southeastplan/key/study_areas/initial_studies/east_kent_ashford_annex 2.xls. Accessed January 21, 2009.
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Abc ^ "Severe Weather brings Eurostar to stop". Sky News. December 19 2009. http://news.sky.com/skynews/Home/UK-News/Eurostar-Says-All-Scheduled-Services-Tomorrow-Have-Been-Cancelled/Article/200912315504284. Accessed December 19, 2009.
^ Eurostar blamed "softness" of snow for the weekend chaos Times December 21, 2009
^ Eurostar cancels trains on the snow – Press Association (Dec. 21 09)
^ Cole, Rob (December 18, 2009). "Nightmare" Over the stranded passengers. "Sky News. Http://news.sky.com/skynews/Home/UK-News/Eurostar-Trains-Trapped-In-Channel-Tunnel-As-Snow-And- Ice-Brings-Services-To-A-Halt/Article / 20091 … About the Author

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